Transmission



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'rmmsuxssxon Filed Feb. 21, 1945 17 Sheets-Sheet l7 INVENTOR Patented Nov. 16, 1948 UNITED STATES PATENT OFFICE TRANSMISSION Frederick W. Seybold, Westfleld, N.'J.

Application February 21, 1945, Serial No. 579,052

The present invention pertains to variable speed transmissions and in particular to transmissions or torque converters designed and constructed to vary the speed and torque ratios between the driving and the driven shaft of a motor vehicle, although well adapted for use in other mechanisms where variable speed transmissions are customarily employed.

The present invention lends itself to a variety of combinations in regard to the number of speed ratios in which the power may be transmitted through a fluid coupling in all speed ratios or directly through gears in some of the forward ratios or the power may be transmitted partly through a fluid coupling and partly through the gears directly whereby the fluid coupling will operate at a higher efficiency especially in direct and overdrive resulting in greater economy of operation.

A further object of this invention is to provide a transmission in which the fluid coupling serves as a cushion to practically eliminate any shock during clutch engagements, and in some of the speed ratios the coupling serves as a feed-back or regenerative power element.

Another object of this invention is to provide a self-engaging and self-disengaging clutch to lock or unlock the reaction element of the transmission gearing respectively depending on the direction of the applied torque.

A still further object of this invention is to provide a transmission in which the transmission ratios are approximately in geometric progression.

The novel transmission is further characterized by the design of the power and torque transmission gearing and clutch arrangement in such manner that the output shaft may remain stationary without being subjected to drag torque from the fluid coupling and in which the output shaft may be made to rotate in the opposite di- 27 Claims. (Cl. 74-1895) rection from that in which the input shaft rotates without the necessity of an auxiliary gear set.

It is a still further object of this invention to provide novel magnetically operated friction clutches which are actuated by the usual 6 volt battery circuit requiring not more than 2 amperes for their continuous operation. However, hye draulic or mechanical operation of the clutches can be substituted with equal facility and the sequence of clutch operation may be either automatic or at the option of the operator.

The invention includes other novel features of construction the accumulative eflect of which is to render it eminently practical and superior in operation to those heretofore designed or suggested. In adapting it, numerous minor changes in the design and arrangement of its component elements may be effected without departing from the scope of the invention. 7

Several preferred forms in which the invention can be incorporated are illustrated in the accompanying drawings in which:

Figure 1 is a diagrammatic vertical section thru one form of a 3-speed forward, single reverse transmission;

Figure 2 shows the tabulation of the various speeds, clutch engagements and torque ratios impressed on the various components of the transmission shown in Figure 1;

Figure 3 is a diagrammatic vertical section of a modified form of that shown in Figure 1;

Figure 4 shows the tabulation of the various speeds, clutch engagements and torque ratios impressed on the different component parts of the transmission shown in Figure 3;

Figure 5 is a diagrammatic vertical section thru another simplified form of the invention; Figure 6 shows the tabulation of the various speeds, clutch engagements and torque ratios occurring in the transmission shown in Figure 5;

Figure 7 is a diagrammatic vertical section of a modfied form of the transmission shown in t Figure 5;

Figure 8 shows the tabulation of the various speeds, clutch engagements and torque ratios of the transmission shown in Figure 7;

Figure 9 shows the relation of the speed of the output shaft when the speed of the feed-back pinion remains constant and the speed of the planet carrier is varied;

Figure 10 is a diagrammatic vertical section thru a 5-speed forward, single reverse form of transmission;

Figure 11 shows the tabulation of the various speeds, clutch engagements and torque ratios of the different elements of the transmission shown in Figure 10;

Figure 12 is a diagrammatic vertical section of a modified form of the transmission shown in Figure 10;

Figure 13 shows the tabulation of the speeds, clutch engagements and torque ratios pertaining to this modified form shown in Figure 12;

Figure 14 is a diagrammatic vertical section of a simplified form of the transmission shown in Figure 10; p

Figure 15 shows the tabulation of speeds, clutch engagements and torque ratios pertaining to the transmission shown in Figure 14;

Figure 16 is a diagrammatic vertical section of a modified form of the transmission shown in Figure 14;

Figure 1'7 shows the tabulation of the speeds, clutch engagements and torque ratios of the transmission shown in Figure 16;

Figure 18 is a diagrammatic vertical section of another modification of a -speed forward, single reverse type of transmission;

Figure 19 shows the tabulation of the speeds, clutch engagements and torque ratios of the transmission shown in Figure 18;

Figure 20 is a diagrammatic vertical section of a modified form of the transmission shown in Figure 18;

Figure 21 shows the tabulation of the speeds, clutch engagements and torque ratios of the transmission shown in Figure 20;

Figure 22 shows the relation of the speed of the output shaft when that of the feed-back pinion remains constant and the speed of the planet carrier is varied;

Figure 23 is a diagrammatic vertical section of still another form employing bevel gears;

Figure 24 shows the tabulation of the speeds, clutch engagements and torque ratios of the transmission shown in Figure 23;

Figure 25 is a diagrammatic vertical section thru a modified form of the transmission shown in Figure 23;

Figure 26 shows the tabulation of the speeds, clutch engagements and torque ratios of the mechanism shown in Figure 25;

Figure 2'7 shows the relation of the speed of the output shaft when that of the feed-back pinion remains constant and the speed of the planet carrier is varied;

Figure 28 is a diagrammatic vertical section of another modified form of the transmission shown in Figure 1 which is particularly suited for rear engine applications and in addition provides an overdrive ratio;

Figure 29 is a diagrammatic vertical section of a modified form of the transmission shown in Figure 28;

Figure 30 is an isometric view of the self-engaging and self disengaging clutch of the torque reaction member of the transmission;

Figure 31 is a detail view of one of the magnetically operated friction clutches which can advantageously be employed in the construction of the transmission;

Figure 32 is a view taken on section 3232 of Figure 31.

Referring to the drawings in detail all such minor details as anti-friction bearings, screws, etc. have purposely been omitted and as a diagrammatic drawing lends itself to easier understanding and comprehension of the various forms and modifications thereof the description will be confined to the major details only and like parts sun gear is. This carrier'is also provided with the clutch means B and has a tubular section 2| which terminates at its right end with the brake gear 22. The feed-back element 23 carries at its right end the pinion 24 on a shaft which is journalled in the tubular section 2| and on the left end of the shaft 25 the double clutch drum 28 is secured. A further bearing for the shaft 25 may be provided in the fluid coupling member 16 at 21.

The driven element 20 consists of the planet carrier 29 on which the integral planet pinions -3! are journalled. The pinions 302i mesh with the feed-back pinion 24 and with the brake gear 22 respectively.

In the stationary transmission case indicated by 32 a multiple spline bore 33 is provided in which the double jaw brake 34 is slidably mounted, whereby this brake may be alternately engaged with members I 4 and 22 by well-known means such as a shifting'fork which operates in the groove 35 of the brake 34 thru a suitable linkage connection to the steering wheel column.

For example, the number of teeth in the various gears may be as follows:

Teeth Internal gear I! '72 Sun gear l5 48 Planet gears 20 12 Brake gear 22 53 Feed-back pinion 24 29 Planet gear 30 53 Planet gear 3| 29 In Figure 2 the clutch engagements of the three are tabulated as well as the torque ratios in terms of engine torque=100 and it is to be noted that the torque of the clutch does not exceed the engine torque, and this is a particular feature of this invention. The flow of engine power in the form illustrated in Figure 1 is 100% thru the are indicated by the same numeral in the diflerent figures.

In Figure 1 the input shaft I0 is connected to one element ll of a fluid coupling and it has clutch means C for connecting the drive shaft to the reaction element i2 which consists of the clutch drum 13, the self-engaging and self-disengaging brake I4 which will be described in greater detail later and the sun gear IS.

The other element iii of the fluid coupling is directly connected to the internal gear i1 and the clutch means A and is journalled at l8 on an extension of the drive shaft l0. A planet carrier l9 carries two or more planet pinions 20 which mesh with the internal gear I! and the reaction fluid coupling in all speed ratios except in direct drive where 57% of the engine power is applied to the sun gear l5, and 43% of the engine power passes thru the fluid coupling ll-IG to the internal gear ll which also receives a regenerative or feed-back torque from the element 24 thru clutch A.

The fluid coupling is, of course, designed so that it is capable of transmitting the entire engine torque with about 2-3% slip, therefore, in direct drive the slip will be reduced to about 1% as the coupling transmits only 43% of the engine torque and the transmission still benefits from the cushioning eifect of a hydraulic coupling.

The form of the transmission shown in Figure 3 differs from the construction shown in Figure 1 with respect to the internal gear i1 only, which is now directly connected to the drive shaft i0 and the fluid coupling member ll instead of being connected to the fluid coupling member i8.

An inspection of the table, Figure 4 will show that the mode of power transmission in the various speed ratios has been aiIected considerably. In the low gear ratio the engine power is applied to the gear II which in addition receives an equal amount of regenerated or feed-back power from the pinion 24, thru the clutch A and the fluid coupling l6l I.

In the intermediate gear ratio all of the engine power is applied to the internal gear H but the feed-back power from the pinion 24 passes thru the clutch B to the carrier l9 and clutch gear 22.

In direct drive three diflerent modes of transmitting the engine power become available, i. e., it may be transmitted 100% thru the fluid coupling, or 100% direct to internal gear H and sun gear it with regenerated power from the pinion 24 passing to the carrier i9 thru the clutch B, or flnally the regenerated power may be passed thru clutch A and the fluid coupling l6-ll to the internal gear IT, in order to benefit from the cushioning effect of the fluid coupling.

Inreverse drive the engine power is applied to the fluid coupling II which now is the impeller driving the runner i8 and thru the clutch A transmits the power to pinion 24. The brake gear 22 is held stationary by the brake teeth 36 of the double jaw brake 34 and rotation of the pinion 24 results in rotation in the opposite direction of the planet carrier and the driven shaft 28.

The form of the transmission illustrated in Figure 5 omits the clutch C and clutch drum l3 of the two preceding constructions, and in all other respects is like the construction of Figure 1. The engine power is transmitted in all driving ratios entirely thru the fluid coupling ii-IG, no direct.

serves as a power regenerative unit and also serves as a cushion against road shocks, whereas in the intermediate driving ratio the fluid coupling is not used, therefore, giving quick acceleration to the vehicle. The table, Figure 8, clearly indicated the clutch engagements, speed and torque ratios that pregail during the operation of the transmission.

Figure 9 represents the nomogram of the output shaft speed of transmission constructed according to Figures 1, 3, 5 and 7, having gears with the tooth numbers as indicated above. If the relative speed of the carrier 29 is .600 as compared to unity speed of the feed-back pinion 26, a horizontal line drawn from .600 on the vertical speed of carrier i9" to the inclined line and a vertical drawn from this intersection to the horizontal Speed of output shaft 28 will indicate the speed and direction of the shaft 28. It may be observed that the low gear forward ration is about the same numerically as the reverse gear ratio but opposite in direction, of course.

Figure 10 illustrates a five-speed forward, single reverse ratio transmission, which is obtained by the addition of another planetary gear set composed of the planet pinions 3? which are integral with the pinions 30 and 31 on the planet carrier 29 and the sun gear 38, the latter is connected to a brake drum 39. A brake element D is provided to lock the sun gear 38 to the transmission casing 32.

In all other respects the transmission is identical with that shown in Figure 1. The ratio of the gears 37 and 38 is chcsen to give a second intermediate forward ratio which is approximately in geometric progression with the outer ratios when the sun gear 38 is held stationary. An overdrive is also obtained when the clutch C is also engaged,

Teeth Flanet gear 31 59 Sun gear 38 23 In all driving ratios except direct and overdrive the entire engine power is transmitted thru the fluid coupling i 1-! 0, while in direct and overdrive a portion of the engine power is directly transmitted to the gearing as can readily be seen from the tabulation of the speed and torque ratios shown in Flgure 11. As previously pointed out the efliciency of operation of the fluid coupling is thereby improved and yet the cushioning features imparted by the fluid drive have been retained. It should be also pointed out that the clutch torques do not exceed the engine torque at any me. I

The construction of the transmission shown in Figure 12 differs from that of Figure 10 in that the internal gear I! is directly connected to the drive shaft i0 and the fluid coupling member ii, resulting in a transmission in which the engine power is applied directly to gearing except in re-.

verse drive and the cushioning effect of the fluid coupling would only be beneficial in the low and direct gear ratios, in both cases the fluid coupling delivers regenerative power from pinion 24 to the intemal gear H, i. e., the fluid coupling member The form of the transmission shown in Figure 14 omits the clutch C and the clutch drum I3 of the two preceeding constructions, but in all other respects it is identical. The engine power is transmitted in all the driving ratios thru the fluid coupling, see Figure 15. No overdrive is available when clutch C is omitted.

The form of the transmission shown in Figure 16 differs from that of Figure 14 in respect to the connection of internal gear I7. In this construction gear I! is connected to the drive shaft i0 and fluid coupling element ii, resulting in a transmission in which the engine power in the low and the intermediate ratios is applied directly to the gears and in direct and reverse drive the engine power passes thru the fluid coupling whose cushioning quality is also available in the low gear ratios where the coupling again serves to transmit regenerative power from the feed-back pinion 24 thru the clutch A to the element l6, see table, Figure 17.

A further modified form is that shown in Figure 18 by means'of which a greater speed reduction and torque multiplication in low gear is obtained. The speed ratios are again arranged approximately in geometric progression and for example the number of teeth may be as follows:

This greater speed reduction is secured by connecting the sun gear I5 to the fluid coupling element i6 and connecting the internal gear l1 to the reaction element l2. The engine power is transmitted in all driving ratios thru the fluid coupling, but there is also available in the direct or high ratio drive a two-path power flow whereby 75% of the engine power can be applied directly to the gearing and only 25% of the engine power 

